Triple valve for air-brake systems.



No. 793,979. PATENTED JULY 4, 1905.

J. H. BLEOO. TRIPLE VALVE FOR MR BRAKE SYSTEMS.

APPLICATION FILED .TURB 11, 1904.

2 SHEBTE-SBEET l.

/a/ I M 6 L j ZI: I )2 l fj# ai MH Y l? 7' Wgy, f" Y No. 793,979. PATENT@ JULY 4, 1905.

J.. H. BLoo.

TRIPLE VALVE FOR AIR BRAKE SYSTEMS,

APPLIUATION :FILED JUNE 11. 1904.

2 SHEETS-SHEET Z.

la@ y Ef-Very IHM u K.: l

latented .l'nly il, 1905..

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JOll'N ll. BlUlUU, 0F NEX/*if YURK., N. Y., Attltz-NOR 'lO .ABRAHAli/l B. LEVY, UF Miti/V YURK, N. Y.

SPECIFICATXON forming part of Letters Patent No. 793,979, dated July ll, 1905.

Application filed June l1, 1904. Serial No. 212,059.

lo {tl/ L11/1,011?, 7115 'mln/y] con/cern,.-

lc it known that l, JoHN H. lhinoo, a citizen ot the Unitcifl States, residing in New York city, borough olE l'h'ookiyn, New AYork, 5 have invented certain new and uselii'll lmw provements in Triple Valves tor Air-Brake tiystems, ot which the iollowing is a speciiication.

rlhis invention relates to iniprovements in 1o triple valves, and has ior its object to provide means it'or cai'lsing recharging ot anxiliary reservoirs in air-brake systems during the time that the triple lvalve is in full-release Vimsition, and also while in lap position., and the brakes are applied or set, all whereby a rapid recharging olf the auxiliary reservoirs may be made in order to maint-ain substantially the predetermined pressure in the auxiliary reservoirs and have full braking 2O power lor any service without impairing the desired action oit the brakes in any way.

ln carrying ont my invention I provide the triple valve with a passage and portcontrolled by the travel ot' the slide-valve ot the triple valve tov coinnmnicate with the triplevalve chamber and which is in connnunication with train-line air, whereby when the triple valve is in 'tiilla'elease or lap positions recharging ot the auxiliary reservoir will be 3o accomplished.

The invention also comprises the novel details ot improven'ient that will be more nll y hereinafter set lorth and then pointed out in the claims. Reference is to be had to the accompanying drawi l 1 gs :Forming part hereoit', wherein-- Figure` l is a cent-ral section oit a triple valve provided with my improvements. Fig. i2 is a cross-section thereof, enlarged, on the 4.o 'plane et the line 2 2 in Fig. fl. Fig. 3 is a perspective View of the triple-valve slidevalve embodying my improvements. Fig. Ll- :is an inverted perspective Aview thereof. Fig. 5 is an end view of the slide-valve looking` 4 5 trom the right in Fig. 3. Fig. 6 is a crossA- section on the line G 6 in Fig. 8. Fig. 7 is a long iti'idinal section on the line 7 7 in Fig. 8. Fig. 8 a plan view ot the slide-valve, showing my in1] n'ovei1ients; and Fig. 9 is a horizontal section on the line a: ai in Fig. 2, show- 5o ing the slide-valve seat on a red nced scale.

Similar numerals oit reference indicate corresllnguuling parts .in the several views.

lln the accompanyii1g drawings l have shown my Vimprovements as embodied :in a tri ple vvalve oit well-known make, such, for instance, as the lVestinghouse triple valve.

As shown in the drawings, the piston l, slidevalve 2, chamber 2, spring-pressed graduating-pin 3, and emergency-valve Ll are 6o all well known and operate in the usual manner, and such parts or their eqnivz'llents may be used in connection with my invention. ln carrying out my invention, however, I provide in the material` oit the casing a passage and cavity 5, which may be cored out at the nn der side of the slidcsvalve seat (3, which co1ninunicate with the train-pipe air-passage 7 and with a port S in seat (5 distinct trom the other usual ports. Said passage, cavity, o and port are relatively large, atl'ording free circulation of air from and drainage into the large passage 7. ln the slide-valve 2 I provide an elongated passage 9, having two openings 91i 9b leading to the lower surface ot the valve, which passage connects with or forms part oi a cavity or chamber l0 in valve 2. Withii'i said cavity is a ball ll, adapted to move freely in the cavity or chamber 10. Cavity l0 has an outlet l0a leading through go the side ot the slide-valve 2 above the center oit' ball. ll into chamber 2a, and said cavity is also provided with an outlet 10b, shown in a screw-plug l2, 'fitted in the top oit the cavity l() and opening into chamber La. The other ports and passages of valve 2, seat 6, and the casing are well known and operate in usual manner.

rThe triple valve and its parts are shown in .toll-release position, the brakes being re- 9o lcased,) and while in this position the recharging ojlf the auxiliary reservoir comiected with chamber 2 takes place as follows: Air 'from the train-pipe enters passage 7 in the usnal manne and passes thence 'to cham- 95 ber 13, tln'ough ports lll, to piston-chaniber 15, retaining piston l in the position shown, while at the same time train-pipe air passes from passage 7 through 5, 5, and 8 and thence through opening 9a in valve 2 around ball ll into cavity l0, from whence it passes through outlets l0a and 10b into slide-valve chamber 2a, and thence to the auxiliary reservoir connected therewith. As ball-valve l1 does not close the outlets from cavity l() into chamber 2a, the full tlow ot' train-pipe air is admitted to the valve-chamber 2a, and thence to the auxiliary reservoir, while at the same time the tull train-pipe pressure is maintained on the trent or lett-hand side ot piston l, it being understood that piston l makes its tull travel to the right in Fig. l before the opening 9 in slide-valve 2 alines with the port S in valve-seat l.

In the service application the operati on is as tollows: The customary reduction ot' pressure from the train-pipe permits the auxiliary air in chamber Q to torce piston l to the lett in Fig. l very quickly, as all outlets Jfrom chamber 2 are closed, the ball ll closing the outlet from cavity lO through passage 9, thus preventing reduction of auxiliary pressure occurring at the time ot reduction ot' train-pipe pressure, and allowing full pressure oit auxiliary air to act upon the piston. During such travel of the piston the slidevalve 2, graduating-valve 2b, and the other well-known parts operate in well-known ina nner, and when the piston is checked in its movement by the pin 3 (the recharging-port 8 being kept closed by valve 2 during the movement of the piston) and the slide-valve comes to rest, its opening 9" will register with port S in the slide-valve seat. At this time no air will pass to or from cavity 10, ball 11 closing passage 9a just so long as the reduction of air-pressure from the train-pipe continues. llrhen, however, the operator has set the brakes as much as desired and cuts ottl the further discharge ot train-pipe air trom passage 7 (piston l next moving to the right, in usual manner, and closing the graduatingvalve 2b without moving the slide-valve) the brakes are being held set or applied, and thereupon train-pipe air, when in excess of auxiliary air-pressure, will flow freely from passage 5 a S pastthc ball ll into cavity l0, through outlets ltr1 and l0, into chamber 2a to the auxiliary reservoir, recharging the same and holding the brakes set indelinitely. By means of my improvements, also, the braking torce can be continually increased, while the brakes are held set, by a slight reduction of train-pipe air-pressure, which will cause the piston l to move slightly to the lett, opening the graduating-valve and allowing the accumulated pressure in the auxiliary reservoir to pass to the brake-cylinder, increasing the braking torce, and then when the reduction of air trom the train-pipe stopped the piston will again move to the right si rl'ticiently to close the graduating-valve and to again allow the train-pipe air to pass through cavity l0 into chamber 2t to resupply the auxiliary reservoir, and so on. Then an emergency application is made, the slidevalve 2 will be carried so far to the lett in Fig. l that opening 9b will be carried beyond port S, but so soon as such emergency reduction et train-pipe air is stopped by the operator the piston l will again move to the right until relieved o1c the ext-ra pressure ot the graduating-pin 5, and thereupon opening Dl will register with port S, and recharging ot' chamber 2 and the auxiliary reservoir will proceed as before explained, the brakes being held applied. It will thus be understood that by means ot my improvements the auxiliary reservoir can be recharged at any time in the positions oit full release and on service application and also after emergency application, and I gain the advantage oltl a rapid release when the brakes are released and a good recharge while the brakes are applied. By making the opening 9" relatively smaller than the opening 9, the ratio of recharging the auxiliary reservoirs while the brakes are applied or set, as in the service or lap position, may be regulated by about one-half that of recharging in the full-release position.

lllhile l have shown my improvements applied to the lllestinghouse type ot triple valve, well known in the art, it will be understood that my invention is not limited for use with this particular type of valve, as it may be applied in similar relations to other styles of triple valves, wherein one ot the valves of the triple valve, as the one that controls the 'flow of air from the auxiliary reservoir to the brakes, controls the flow of vair from the train-pipe to the auxiliary reservoir while the valve is in the full-release and service positions, and it will also be understood that my invention is not limited to the particular details shown and described, as they may be varied without departing from the spirit thereof.

Having now described my invention, what I claim isl. A triple valve provided with a recharging-port opening into the slide-valve chamber and in communication with train-pipe air providing free access to said port for such air at all times, and means in the main slidevalve chamber for controlling the flow ot air through said recharging-port while the slidevalve is in the service and full-release positions, substantially as described.

2. A triple valve provided with a recharging-passage connecting the slide-valve chamber with train-pipe air, said passage opening through the slide-valve seat, a slide-valve adapted to control such passage and provided with an opening to permit the flow of train- IIO 'maare y;

pipe air through said passage linto said chainber while the slide-valveiis in the service position. and provided with nieans operated by auxiliary air to prevent reduction of auxiliary air-pressure through said passage while the slide-valve :is in service position without reduction ot' train-[pupo pressure7 substantially as described.

2l. A triple valve Vinfovided with a reeharging-passage connecting the slidesvalve chainber with train-pipe air7 said passage opening through the slidefvalve seat, a slide-valve providml with ineans tor admitting air to the Islide-valve ehanlber `while in tullafelease and service positions and having nieans to prevent reduction ol auxiliary air )1essure through said reeliargiiig-passage, substantia l ly as described.

ll. A triple valve provided with a rechargingpassage connecting the slide-valve chainber with train-pipe air, said passage opening through the slide-valve seat, a slidewal've provided with an elongated passage having two openings through the bottoni ot' the valve ttor connnunication with the recharging-passage7 said elongated passage being provided with an opening leading' into said chamber whereby recharging nray take place during 'Full-release and service positions oit the slidevalve, and ineans to infevent return flow of auxiliary air through the reeharging-passage, substantially as described.

5. A triple valve provided with a recharging-passage connecting the slide-valve chainbcr with train-pipe air, said passage opening through the slide-valve seat, a slide-valve having a cavity connnunicating with an elongated passage having two openings leading through the `wall ol. the slide-valve and also having an opening leading Vtroni said cavity to the slide-valve ehal'uber all unobstructed to the free tlow ot rocharging-air, substantially as descrihtal.

(3. A triple valve V} )i ovi(led with a recharging-] )assa ge connecting the slide-valve chain ber with trai n-pipe air, said passage, opening through the slide-valve seat, a slide-valve having a cavity eonnnunieating with an elongated passage having two openings leading through the 'all ol' the slide-valve and also having an opening leading it'roin said cavity to the slide-valve chamber all unobstructed to the tree flow of recluirging-air, and uieaus to prevent the Yliow ot auxiliary air tlnfough said passage, substai'itially as described.

7. A triple valve provi ded `with a recharg= ing-passa ge connecting the slide-'valve chanl her with train-pipe air, said passage opening through the slide-valve seat, a slide-valve provided with an elongated passage having two openings leading to the surface ot the slide-valve l'or coniinunicatiojn with the reehargi11g-passage in liull-release and service positions, and also having a cavity connnunica ting with said elongated passageD said eavity being provided with an outlet at the side and an outlet at the top of the slide-valve, and a ball in said cavity to prevent the flow ot auxiliary air through said recharging-pas sage substantially as described.

JUHN H. BLOO.

litnesses ll. B. BnAnn'Um, T. F. BOURNE. 

